US8874291B2 - Electricity generating suspension system for hybrid and electric automobiles - Google Patents

Electricity generating suspension system for hybrid and electric automobiles Download PDF

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US8874291B2
US8874291B2 US13/380,197 US201013380197A US8874291B2 US 8874291 B2 US8874291 B2 US 8874291B2 US 201013380197 A US201013380197 A US 201013380197A US 8874291 B2 US8874291 B2 US 8874291B2
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vehicle
pressure
hydraulic
electricity
actuator
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US20120303193A1 (en
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German Gresser
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INTERTRONIC GRESSER GmbH
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K25/00—Auxiliary drives
    • B60K25/10—Auxiliary drives directly from oscillating movements due to vehicle running motion, e.g. suspension movement
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G17/00—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load
    • B60G17/015—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements
    • B60G17/0152—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit
    • B60G17/0157—Resilient suspensions having means for adjusting the spring or vibration-damper characteristics, for regulating the distance between a supporting surface and a sprung part of vehicle or for locking suspension during use to meet varying vehicular or surface conditions, e.g. due to speed or load the regulating means comprising electric or electronic elements characterised by the action on a particular type of suspension unit non-fluid unit, e.g. electric motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
    • B60L11/005—
    • B60L11/16—
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2202/00—Indexing codes relating to the type of spring, damper or actuator
    • B60G2202/40—Type of actuator
    • B60G2202/41—Fluid actuator
    • B60G2202/413—Hydraulic actuator
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2204/00—Indexing codes related to suspensions per se or to auxiliary parts
    • B60G2204/10—Mounting of suspension elements
    • B60G2204/30—In-wheel mountings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2300/00—Indexing codes relating to the type of vehicle
    • B60G2300/60—Vehicles using regenerative power
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/25—Stroke; Height; Displacement
    • B60G2400/252—Stroke; Height; Displacement vertical
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60G—VEHICLE SUSPENSION ARRANGEMENTS
    • B60G2400/00—Indexing codes relating to detected, measured or calculated conditions or factors
    • B60G2400/50—Pressure
    • B60G2400/51—Pressure in suspension unit
    • B60G2400/518—Pressure in suspension unit in damper
    • B60G2400/5182—Fluid damper
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y02T10/646—
    • Y02T10/648—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y02T10/7022—
    • Y02T10/7027—
    • Y02T10/7033—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y02T10/7083—
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/906—Motor or generator
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S903/00—Hybrid electric vehicles, HEVS
    • Y10S903/902—Prime movers comprising electrical and internal combustion motors
    • Y10S903/903—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor
    • Y10S903/904—Component specially adapted for hev
    • Y10S903/907—Electricity storage, e.g. battery, capacitor

Definitions

  • a known method of recovering kinetic energy in the electric car during driving is the generator function of the drive motor during braking.
  • the amount of energy recovered in this manner is however relatively small.
  • This invention offers the possibility of supplying energy to the hybrid and electric car in a novel manner and in considerable amounts during driving by means of in-vehicle, autonomous energy generation by converting the kinetic energy present during driving, in particular from relevant components of gravitational and centrifugal energy, into electricity.
  • FIG. 1 and FIG. 2 are diagrams of an exemplary embodiment of the invention as a basic, identical and schematic vertical section of a vehicle wheel ( 1 ) with a wheel suspension ( 4 ) which is fastened to the body ( 3 ) with the joint ( 4 b ) and a suspension element ( 2 ) with an integrated linear generator ( 7 ).
  • FIG. 3 is diagram of an additional exemplary embodiment of the invention, which, in contrast to that shown FIG. 1 and FIG. 2 , has two pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ).
  • FIG. 4 is a depiction of a functional system as a pneumatic or preferably hydraulic wiring diagram with control electronics ( 16 ) and various sensors with four hydraulic feed lines ( 9 . 1 a / 9 . 1 b / 9 . 1 c / 9 . 1 d ) and four hydraulic discharge lines ( 9 . 2 a / 9 . 2 b / 9 . 2 c / 9 . 2 d ).
  • FIG. 5 is a depiction of an exemplary variant embodiment of the invention that has a particularly compact construction.
  • FIG. 6 is a central, vertical partial section of a vehicle wheel ( 1 ) with a suspension element ( 2 ).
  • FIG. 7 is a simplified, partially cut away perspective view of a vehicle wheel ( 1 ) with a suspension element ( 2 ).
  • FIG. 8 is a depiction of the movement of a vehicle wheel travelling over an elevation in a road surface.
  • FIG. 9 is a depiction of the movement of a vehicle wheel travelling through a dip in a road surface.
  • Electric vehicle or “electric car/hybrid car” mean not only passenger cars but also all other single- or double-track road-going means of transportation such as heavy goods vehicles (HGVs), buses and two-wheeled vehicles such as bicycles with electric auxiliary motors, electric scooters or electric motorcycles and tricycles, electrified wheelchairs etc.
  • HOVs heavy goods vehicles
  • two-wheeled vehicles such as bicycles with electric auxiliary motors, electric scooters or electric motorcycles and tricycles, electrified wheelchairs etc.
  • different parts of the described technical teaching, inventive systems, components and technical methods can also be used in military vehicles, far example tanks and other military vehicles including trailers.
  • inventive components in a suitable and modified form or variation in rail vehicles such as trains, trams, underground trains, overhead trains, maglev trains (Transrapid) or also mining vehicles etc. is possible and likewise included in this invention and the patent claims.
  • the disadvantage of these and similar inventions is that the yield of electricity is comparatively low at no more than approximately 5%, as only a very small portion of the gravitational energy acting on the vehicle can be absorbed and converted into electrical energy owing to the design. Most of the gravitational energy is absorbed by the tyres with their flexing movements, the negative acceleration energy of the bouncing wheels (weight) and the suspension elements of the wheel suspensions, which largely convert the respectively effective components of the gravitational energy into useless and undesirable acceleration forces of the body (up and down movements) or heat energy which is emitted into the atmosphere.
  • the essential object of which is an energy-autonomous vehicle with in-vehicle energy generation in order in this manner no provide the electric vehicle with enough energy capacity to compensate the previously insufficient in-vehicle storage capacity and thus to rectify the main disadvantage of current hybrid/electric car designs according to the prior art, namely lack of range and the very long recharging time of the additionally very expensive and bulky electricity storage elements (batteries/capacitors).
  • a further, enormous economic advantage, and a very positive side effect for the car owner, of this invention is that the operating costs (petrol, diesel, gas and maintenance with oil changes) are almost completely eliminated or considerably reduced.
  • Electricity generation by linear generators which are arranged vertically horizontally at a suitable point in, on or under the vehicle body, with an effective axis 90 degrees to the longitudinal axis of the vehicle (direction of travel) which is moved with an actuator of the linear generator, which actuator is freely movable on a guide rail, within the electromagnetic field surrounding it of the stator by the centrifugal force acting on the body during cornering, as a result of which electricity is generated and conducted to the battery for temporary storage.
  • Electricity generation by linear generators which are arranged virtually horizontally at a suitable point in, on or under the vehicle body, with an effective axis 0 degrees to the longitudinal axis of the vehicle (direction of travel) which is moved with an actuator (magnet element) of the linear generator, which actuator is freely movable on a guide rail, within the electromagnetic field surrounding it of the stator by the kinetic energy (positive and negative acceleration) acting on the body during acceleration or braking of the vehicle, as a result of which electricity is generated which is conducted to the battery and temporarily stored there. 4.
  • Electricity generation by linear generators which are arranged at a suitable point in, on or under the vehicle body, and the actuator (magnet element) of the linear generator, which is movable on a linear guide within the electromagnetic field of the stator, with suitable mechanical, hydraulic, pneumatic or suitably combined and configured devices of the above type, of which at least one actuator is coupled with a vehicle wheel or the wheel suspension thereof and absorb (s) the respective movements caused during driving by the bumps in the road surfaces with the corresponding accelerations due to gravity, and congruently the actuator (s) move (s) within the electromagnetic field and thus generate (s) electricity which is conducted to the battery and stored there.
  • a detailed technical functional description is presented in the preferred exemplary embodiment described below.
  • the vehicle suspension customary until now consists of a steel spring acting on the wheel suspension, with a hydraulic shock absorber which cannot be controlled, for each wheel. This design is known as a “passive chassis system”.
  • active hydropneumatic suspensions consist of a differential cylinder, a gas pressure store as a spring element with a constant or electronically controllable throttle as the damper element with a control valve and constant pump.
  • chassis systems which are referred to as “fully active suspensions”.
  • the previous suspension components of steel springs and hydraulic shock absorbers are replaced by an electronically controlled actuating member, which influences the suspension properties in a variety of ways by means of the command signals of the control electronics and thereby considerably improves the vehicle road position.
  • the fundamental systemic disadvantage is that the forces acting on the body, as resultants of the vectors of the kinetic energy of the vertical vehicle movements, which are mostly components of the gravitational forces effective as a result of road bumps, are not used to generate electricity therefrom.
  • the inventions relating to shock absorbers with integrated linear generators or rotary generators mentioned above are a first but completely insufficient step for converting this kinetic and gravitational energy into electricity and using it. Their efficiency may be no more than approximately 5%, as most of the gravitational energy acting on the vehicle is consumed by the vehicle springs or hydraulic throttle valves of the shock absorbers.
  • the object of this invention is to develop these known active chassis suspension systems in a novel manner by replacing the ultimately energy-consuming components of steel springs, hydraulic shock absorbers, throttle valves etc. with a system which can realise the suspension and damping functions of previous “active” systems but converts virtually 100% of all the kinetic and gravitational energy components into electricity.
  • FIG. 1 and FIG. 2 show a first exemplary embodiment as a basic, identical and schematic vertical section of a vehicle wheel ( 1 ) with a wheel suspension ( 4 ) which is fastened to the body ( 3 ) with the joint ( 4 b ) and a suspension element ( 2 ) with an integrated linear generator ( 7 ) in the novel design according to the invention.
  • the said spring element ( 2 ) assumes not only the known functions of suspension and damping as in the customary helical, spring and hydraulic shock absorber and all the other functions of the above-mentioned improved version of the “active suspension systems” but also realises the electricity generation according to the invention by means of the vertical wheel movements occurring during driving and the kinetic energy thereof as components of the gravity acting on the vehicle. In contrast to the designs known until now, helical springs or air spring elements and shock absorbers are therefore omitted completely.
  • the suspension element ( 2 ) is connected at the lower end to the wheel suspension ( 4 ) by means of a joint ( 4 a ) and at the upper end to the upper part of the body ( 3 ) by means of the strut suspension ( 3 a ).
  • An electricity-generating linear generator ( 7 ) consisting of the stator ( 8 ), the actuator ( 11 ) and the actuator guide ( 6 a ) is situated in the interior.
  • the stator ( 8 ) consists of electrically conductive windings and preferably has an interior cylindrical cavity, in which the actuator ( 11 ) is fastened to the actuator guide ( 6 a ), preferably as a cylindrical part, and can slide up and down inside the stator magnetic field with a minimal air gap when the actuator guide ( 6 a ) moves and thereby produces electricity by induction.
  • the actuator ( 11 ) which can be moved vertically with the pressure pistons (KO. 1 ) and (KO. 2 ) can alternatively consist of electrically conductive windings or preferably be configured as a suitably shaped and dimensioned permanent magnet.
  • the actuator guide ( 6 a ) is connected further on to the piston rod ( 6 ) which bears the pressure piston (KO. 1 ) at the opposite end.
  • the pressure piston 1 (KO. 1 ) is part of the hydraulic spring and damper element ( 5 ) referred to as pressure cylinder 1 (DZ. 1 ), which has at least two, ideally four pressure chambers (DK. 1 /DK. 2 /DK. 3 ).
  • the part of the pressure cylinder 1 (DZ. 1 ) situated under the pressure piston 1 (KO. 1 ) is referred to as pressure chamber 1 (DK. 1 )
  • the part of the pressure cylinder 1 (DZ. 1 ) situated above the pressure piston 1 (KO. 1 ) is referred to as pressure chamber 2 (DK. 2 ).
  • Both pressure chambers 1 (DK. 1 ) and 2 (DK. 2 ) are separated from each other in terms of hydraulic pressure by at least one sealing ring ( 11 a ) mounted on the pressure piston (KO. 1
  • the housings of the suspension element ( 2 ) and linear generator ( 7 ) are preferably cylindrical and are mounted such that they can be displaced in a telescopic manner relative to each other with guides, for example sliding guides ( 2 c ), ball bearings or rolling bearings, or preferably linear ball bearings and sealed off with at least one sealing ring ( 11 a ), so a third pressure chamber 3 (DK. 3 ) is formed in the inner intermediate space of the two housing parts.
  • guides for example sliding guides ( 2 c ), ball bearings or rolling bearings, or preferably linear ball bearings and sealed off with at least one sealing ring ( 11 a ), so a third pressure chamber 3 (DK. 3 ) is formed in the inner intermediate space of the two housing parts.
  • the actuator guide ( 6 a ) and the piston rod ( 6 ) are guided in at least two guides ( 2 a/b ).
  • At least three hydraulic lines ( 9 a/b/c ) lead into the at least three pressure chambers (DK. 1 /DK. 2 /DK. 3 ).
  • at least six hydraulic lines are provided, three for feeding and three for discharging the fluid, as a result of which a faster pressure change is ensured due to the increased flow speed of the fluid.
  • FIG. 3 shows a further improved version of the exemplary embodiment, which, in contrast to FIG. 1 and FIG. 2 , has two pressure pistons (KO. 1 ) and 2 (KO. 2 ).
  • one hydraulic line 9 . 1 a / 9 . 1 b / 9 . 2 a / 9 . 2 b ) is provided for each pressure chamber (DK. 1 /DK. 2 /DK. 3 /DK. 4 ).
  • FIG. 4 shows a pneumatic or preferably hydraulic wiring diagram with control electronics ( 16 ) and the various sensors and four hydraulic feed lines ( 9 . 1 a / 9 . 1 b / 9 . 1 c / 9 . 1 d ) and four hydraulic discharge lines ( 9 . 2 a / 9 . 2 b / 9 . 2 c / 9 . 2 d ).
  • the pressure supply is provided by at least one hydraulic pump (P. 1 ), which is preferably an oscillating pump with a pressure booster ( 34 ) connected downstream.
  • the hydraulic wiring diagram is shown as a simplified system. In this case many variants are possible, for example only one or two hydraulic pumps can be used instead of the four shown for cost reasons, with the hydraulic lines and the valve system then being modified correspondingly.
  • the at least one linear generator ( 7 ) is in this case arranged centrally between the two double pressure chambers 1 and 2 (DK. 1 /DK. 2 ) and 3 and 4 (DK. 3 /DK. 4 ) with the associated pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ) ( FIG. 3 ), the respective piston rods ( 6 . 1 ) and ( 6 . 2 ) being connected to each other and the actuator ( 11 ) of the linear generator ( 7 ) being mounted fixedly in the centre thereof.
  • two linear generators ( 7 ) can also be provided on the outer sides of the at least one double pressure chamber 1 (DK. 1 ) and optionally the double pressure chamber 2 (DK. 2 ) situated therebetween.
  • the basic function of the suspension element ( 2 ) with integrated linear generator ( 7 ) shown in FIG. 3 and FIG. 4 is as follows. Hydraulic fluid is pumped into the pressure chamber 1 (DK. 1 ) by a suitable hydraulic high pressure pump (P. 4 ) via at least one hydraulic line ( 9 . 1 a ). The piston 1 (KO. 1 ) is thereby lifted from its bottom dead centre (UT. 1 ) in the direction of the vector (VB).
  • the central position (ML. 1 ) is reached.
  • a travel sensor (S 1 ) communicates this to the control electronics ( 16 ) which then give the command to stop the feed of hydraulic fluid by means of a stop valve (V 1 ).
  • the piston 2 (KO. 2 ) is at its top dead centre (OT. 2 ) because the housing of the pressure cylinder 2 (DZ. 2 ) is loaded with the force of the negative vertical vector (VG), which in a four-wheeled vehicle corresponds to approximately 25% of the vehicle weight depending on the axle distribution.
  • the valve (V 1 . 2 ) is opened and hydraulic fluid is pressed into the pressure chamber 4 (DK. 4 ).
  • the pressure piston 2 (KO. 2 ) is pushed downwards as far as the central position (ML. 2 ).
  • the piston distance (A) is reached, which corresponds to the working position of the two pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ).
  • the actual movement is not the piston 2 (DKO. 2 ) going downwards, as it cannot move in this direction owing to the counter pressure of the piston 1 (DKO. 1 ) when there is sufficient hydraulic pressure and the housing of the pressure cylinder 1 (DZ. 1 ) is supported against the road by means of the joint ( 4 a ) with the wheel suspension ( 4 ) and the vehicle wheel ( 1 ).
  • the hydraulic pressure force in the pressure chamber 1 (DK. 1 ) is identical to the negative force vector (VG), the actual direction of movement (lift) by the piston 2 (KO.
  • the described functions can be carried out not only consecutively but preferably also simultaneously in order to achieve readiness for operation more rapidly. With a corresponding configuration of the hydraulic system with suitable seat valves, this is not necessary for the start of every journey, as the hydraulic system can maintain this basic pressure position. This is part of the known prior art and is not described in more detail.
  • the two pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ) now have the working distance (A) and both are in their respective central positions (ML. 1 ) and (ML, z).
  • the actuator ( 11 ) is also in its central position (ML 3 ) and expediently has the same positive and negative lift heights (X 1 +X 2 /Y 1 +Y 2 ) as the pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ).
  • any mechanical or hydraulic force acts on one of the two pressure pistons (KO. 1 /KO. 2 ) and any positive or negative acceleration and travel covered acts in exactly the same manner on the respectively other pressure piston (KO. 1 /KO. 2 ) and the actuator ( 11 ), as all three parts are permanently connected mechanically to each other by means of the piston rods ( 6 . 1 / 6 . 2 ).
  • This is not mentioned explicitly in the further description of the exemplary embodiments, but is assumed to be known.
  • the travel and the respective positions of the two pressure pistons 1 (KO. 1 ) and 2 (K. 2 ) and the actuator ( 11 ) congruent with the movement are monitored constantly by at least one suitable sensor, which is preferably an electronic travel sensor (KS), which constantly registers the current position of the two pressure pistons (KO. 1 /KO. 2 ) between the respective top and bottom dead centres (OT/UT) and communicates it to the control electronics ( 16 ).
  • KS electronic travel sensor
  • the linear generator ( 7 ) is to be configured for a higher output and therefore has a greater volume and weight, or if several, at least two vehicle wheels ( 1 ) are to output their kinetic energy to a common linear generator ( 7 ), or if at least one rotary generator ( 29 ) which is driven by at least one hydromotor ( 33 ) installed in the body is used instead of a linear generator ( 7 ).
  • the vehicle wheel ( 1 ) is moved upwards vertically by a positive travel (W.vert) for example by a road bump ( FIG. 11 ).
  • the force (K.vert.pos) in FIG. 11 acts, if the counter pressure in the pressure chamber 1 (DK. 2 ) of the pressure cylinder 1 (DZ.
  • the pressure cylinder 1 (DZ. 1 ) is at least equal, through the hydraulic fluid on the pressure piston 1 (KO. 1 ) and is transmitted from the latter to the piston rods ( 6 . 1 ) and ( 6 . 2 ) and the pressure piston. 2 (KO. 2 ).
  • the pressure cylinder 1 (DZ. 1 ) is mounted such that it can be vertically displaced mechanically with respect to the outer housing of the suspension element ( 2 ) by means of a pressure-tight bearing ( 11 a ), the pressure cylinder 1 (DZ. 1 ) is moved vertically upwards by the effective suspension movement of the wheel suspension ( 4 ) (X 2 in FIG. 3 ).
  • a negative vertical counter force is effective here, depending on the axle distribution, at approximately 25% of the vehicle weight, which is symbolised in FIG. 3 as a vector (VG).
  • the pressure piston 2 (KO. 2 ) If the pressure chamber 4 (DK. 4 ) is pressureless or an electronically controlled, lower pressure force is exerted on the pressure piston 2 (KO. 2 ), than the force (K.vert.pos) acting in the positive, vertical direction, the pressure piston 2 (KO. 2 ) logically moves upwards in the direction (Y 1 ) of its top dead centre (OT. 2 ).
  • This movement is executed at the same time by the actuator ( 11 ) of the linear generator ( 7 ) which is mounted permanently on the piston rods ( 6 . 1 ) and ( 6 . 2 ), which thus moves within the magnetic field of the stator ( 8 ), as a result of which electricity is induced according to the known laws of physics, which electricity is conducted, processed and at least in part temporarily stored in a battery until it is used.
  • This movement of the actuator ( 11 ) within the magnetic field of the stator ( 8 ) causes a counter force (K.mag) counter to the direction of movement of the actuator ( 11 ) according to the laws of physics, as is known.
  • This counter force (K.mag) is proportional to the magnetic field strength and has in principle the same function as the customary hydraulic shock absorbers and associated helical springs have.
  • the strength of the damping effect can also be changed as desired at any time by the control electronics ( 16 ) by for example the magnetic field strength of the stator ( 8 ) and/or if appropriate the actuator ( 11 ) being varied by changing the current strength/current amplitude and thus magnetic field strength in the stator ( 8 ) or where appropriate in the actuator ( 11 ) in an electronically controlled manner, if the latter is not a permanent magnet but generates the magnetic field with a coil through which current flows. This is part of the known prior art, for which reason a detailed description is not necessary.
  • At least one pressure sensor (DS) per pressure chamber (DK.x) supplies the necessary information to the control electronics ( 16 ).
  • At least one travel, sensor (WS) constantly monitors the positions of the pressure pistons 1 (DK. 1 ) and 2 (DK. 2 ) and communicates them to the control electronics ( 16 ), which use these parameters for the switching algorithms of the pneumatic valves.
  • the current strength/current amplitude of the current flowing through the stator ( 8 ) can be increased by the control electronics ( 16 ) shortly before the top dead centre (OT. 2 ) is reached or previously in any other position, as a result of which the magnetic field is intensified and congruently therewith the magnetic counter force (K.mag) is increased and/or the positive vertical movement (Y 1 ) of the pressure piston (KO. 2 ) is braked, that is, damped and ultimately stopped, by supplying hydraulic fluid via the hydraulic line ( 9 . 2 b ), it also being possible for this to be varied and metered very rapidly and precisely by the control electronics/microprocessor ( 16 ) by means of suitably designed throttle valves.
  • the control electronics ( 16 ) can likewise vary the current strength/current amplitude and thus the magnetic field strength and thus the magnetic counter force (K.mag) electronically as required.
  • a metered counter force can be built up by variable hydraulic pressure, by supplying hydraulic fluid to the pressure chamber 3 (DK. 3 ) of the pressure cylinder 1 (DZ. 1 ).
  • the pressure chambers 1 (DK. 1 ) and 2 (DK. 2 ) of the pressure cylinder 1 (DZ. 1 ) essentially realise the functions of the “active chassis”, while the pressure cylinder 2 (DZ. 2 ) with its pressure chambers 3 (DK. 3 ) and 4 (DK. 4 ) in interaction with the linear generator ( 7 ) mainly fulfil the suspension and damping functions of the system while simultaneously generating electricity.
  • the pressure chamber 4 (DK. 4 ) bears the proportional weight.
  • the pressure piston 2 (KO. 2 ) moves vertically from its central position (ML. 2 ) towards the top dead centre (OT. 2 ).
  • This direction of movement (force vector VB) counteracts the magnetic counter force (K.mag) induced by the actuator ( 11 ) of the respective direction of movement of the actuator ( 11 ).
  • the pressure chamber 3 (DK. 3 ) is made largely pressureless by opening a hydraulic fluid outflow valve.
  • This and the pressure supply to the pressure chamber 4 (DK. 1 ) move the vehicle wheel ( 1 ) and thus the pressure piston 2 (DK. 2 ) downwards to its central position (ML. 2 ).
  • the pressure piston 2 (DK. 2 ) is stopped in this position by stopping the hydraulic fluid supply to the pressure chamber 4 (DK. 4 ). This must then keep the same amount of pressure built up as corresponds to the body weight vector (VG) and bear this weight.
  • the pressure chamber 3 (DK. 3 ) is kept pressureless for rapid reactions in the event of extension movements of the vehicle wheel ( 1 ). If a further sensor, preferably a pressure sensor (DS.x) establishes that the wheel ( 1 ) must extend further in order to have continuous contact with the road, this extension movement can be continued until the pressure piston 2 (DK. 2 ) reaches the bottom dead centre (UT. 2 ).
  • a further sensor preferably a pressure sensor (DS.x) establishes that the wheel ( 1 ) must extend further in order to have continuous contact with the road, this extension movement can be continued until the pressure piston 2 (DK. 2 ) reaches the bottom dead centre (UT. 2 ).
  • the actuator ( 11 ) also generates electricity and absorbs shocks with its magnetically induced counter force (K.mag) during this downward movement of the pressure piston 2 (KO. 2 ). If the pressure piston 2 (KO. 2 ) reaches its bottom dead centre (UT. 2 ) and a still further extension of the vehicle wheel ( 1 ) is necessary, the pressure chamber (DK. 2 ) of the pressure cylinder 1 (DZ. 1 ) can also be reduced in pressure or made pressureless. At the same time, the pressure in the pressure chamber 1 (DK. 1 ) can be increased. The travel (X. 2 ) for extension of the vehicle wheel ( 1 ) is also available.
  • the hydraulic system realises the spring effect of the customary steel springs in the vehicle wheel suspension ( 4 ), that is, the compensation of the static load by the vehicle weight (negative vertical vector VG) in that the pressure (force effect) in the hydraulic chambers 1 (DK. 1 ) to 4 (DK. 4 ) is in each case at least exactly equal to the weight acting on each vehicle wheel ( 1 ).
  • Self-levelling can also be realised at any time without problems by corresponding programming of the control electronics ( 16 ). This takes place by changing the working distance (A) of the pressure pistons (KO. 1 ) and (KO. 2 ) for the two wheels of a vehicle axle. If the vehicle, for example the rear axle, is loaded more by loading, the working distance (A) is reduced by the change in load due to the load force (b). The distance (B) is made congruent again with the distance (A) by increasing the pressure in the pressure chamber 1 (DK. 1 ) and/or reducing the pressure in the pressure chamber 2 (DK. 2 ) and/or alternatively increasing the pressure in the pressure chamber 4 (DK. 4 ) and/or reducing the pressure in the pressure chamber 3 (DK. 3 ) and thus the same level is reached again.
  • a further optimal possibility is the compensation of centrifugal forces during cornering by changes in the height of the body of the two outer-curve wheels with respect to the inner-curve wheels, in that for example in the struts ( 2 ) of the inner-curve wheel suspensions ( 4 ), the working distance of the pressure pistons (X 1 /X 2 ) is reduced variably in proportion to the speed or the effective centrifugal force and/or in the struts ( 2 ) of the outer-curve wheel suspensions ( 4 ), the working distance of the pressure pistons (X 1 /X 2 ) is increased variably in proportion to the speed or the effective centrifugal force.
  • FIG. 5 shows a further preferred variant as an exemplary embodiment.
  • This design has a particularly compact construction, because the actuator ( 11 ) simultaneously assumes the function of the pressure pistons 1 and 2 (KO. 1 /KO. 2 ) owing to its particular design.
  • the pressure pistons 1 and 2 (KO. 1 /KO. 2 ) together with the actuator ( 11 ) form a common part.
  • This compact construction advantageously makes it possible for the suspension and shock absorber element ( 2 ) with the integrated linear generator ( 7 ) to be mounted in the region of the inner cavity of the vehicle wheel rim ( 22 ), as shown by way of example in FIGS. 6 and 7 .
  • FIG. 6 is a central, vertical partial section and FIG. 7 is a simplified, partially cut away perspective view of a vehicle wheel ( 1 ) with a suspension element ( 2 ).
  • the structure and function in this variant of the further exemplary embodiment are analogous to the above configurations, the differences being essentially shown in FIGS. 5 and 6 as follows:
  • a hollow cylindrical stator ( 8 ) is built into the preferably cylindrical housing of the suspension element ( 2 ).
  • a smooth-surfaced cylinder-like inner wall ( 23 ) is arranged in the inner cavity of the hollow cylindrical stator ( 8 ), which wall consists of a material which is permeable to magnetic fields.
  • the likewise cylindrical actuator ( 11 ) is situated in the inner cavity of the cylindrical stator ( 8 ) and has a cylindrical inner cavity through which the round actuator guide rod ( 11 b ) is guided which is fastened with its lower and upper end in the respective bearings ( 11 c ) which are parts of the pressure cylinder 1 (DZ. 1 ) and 2 (DZ. 2 ).
  • the pressure piston 1 (KO. 1 ) is mechanically permanently connected to the lower end of the actuator ( 11 ) and the pressure piston 2 (KO. 2 ) is likewise mechanically permanently connected to the upper end.
  • Both pressure pistons 1 and 2 (KO. 1 /KO. 2 ) bear on their inner and outer radii at least one sealing ring ( 11 a ) each, which ensures precise guiding and pressure sealing with respect to the inner sliding wall ( 23 ) of the stator ( 8 ) and the cylindrical outer face of the actuator guide ( 11 b ).
  • FIG. 5 and FIG. 6 show a further variant as an exemplary embodiment.
  • a modification of the variants shown in FIG. 3 is possible in that the pressure cylinder 1 (DZ. 1 ) and 2 (DZ. 2 ) are configured without the linear generator ( 7 ) situated in a separate housing and carry out only the above-described hydraulic functions for suspension, damping, active chassis etc.
  • the at least one linear generator ( 7 ) is in this case moved to a suitable position on, under or in the body ( 3 ) and coupled in terms of energy (hydraulically) to the at least two pressure cylinders 1 and 2 (DZ. 1 /DZ. 2 ) per vehicle wheel ( 1 ) via hydraulic lines ( 9 ff ).
  • the two pressure pistons 1 and 2 form a common part which separates the two pressure chambers (DK. 1 ) and (DK. 2 ).
  • This variant has the advantage that a smaller installation height of the piston unit (KO. 1 /KO. 2 ) and thus a greater lift (spring travel) and lower weight is produced while the distance between the upper and lower retaining legs ( 20 a ) ( FIG. 6 ) (total length of the actuator guide) stays the same owing to the omission of the actuator ( 11 ).
  • the proportional vehicle weight (VG) is in this case supported by the pressure chamber 1 (DK. 1 ), which is filled with hydraulic fluid by the hydraulic pump (P. 1 ) via the hydraulic line ( 9 . 1 a ) and a single-way stop valve ( 14 ), and the equal counter pressure (Vp. 1 ) present there and is constantly monitored by the pressure sensor (DS. 1 ). See FIG. 4 , example of a hydraulic/electronic wiring diagram.
  • the opening of the control valve ( 12 a ) results in a reduction in pressure in the pressure chamber 1 (DK. 1 ) and the hydraulic fluid is conducted via a single-way stop valve ( 14 ) into at least one hydropneumatic high pressure reservoir ( 15 ) and temporarily stored there under the corresponding pressure, or preferably conducted via the bypass line ( 9 c ) into the pressure chamber 2 (DK. 2 ).
  • the pressure is reduced in the pressure chamber 1 (DK. 1 ) only as far as the lower pressure limit value, which corresponds to the proportional vehicle weight (VG) until the equalisation of the equivalent hydraulic counter force (K.hydr) is achieved and the central position (ML. 2 ) of the pistons 1 and 2 (KO. 1 /KO. 2 ) is re-established.
  • the at least one hydropneumatic high pressure reservoir ( 15 ) can be provided individually for each vehicle wheel ( 1 ) or alternatively this can also be designed and used for several vehicle wheels ( 1 ), that is, their hydraulic spring and damper elements ( 5 ).
  • the hydraulic line ( 9 . 1 b ) leads via a further control valve ( 12 h ) and at least one pressure booster ( 3 d ) to the at least one linear generator ( 7 ), which for example preferably has the configuration described in conjunction with FIG. 5 , or alternatively to at least one hydromotor ( 33 ), which drives the at least one rotary generator ( 29 ), wherein hydraulic fluid under high pressure is supplied alternately to the hydraulic chambers 1 and 2 (DK. 1 /DK. 2 ) in the linear generator ( 7 ) from the hydropneumatic high pressure reservoir ( 15 ) through an electronically controlled shuttle valve ( 12 b ) via the hydraulic lines ( 9 . 1 a ) and ( 9 .
  • the unsprung masses in the vehicle wheels ( 1 ) are reduced and the linear generator ( 7 ) can have larger dimensions and therefore produce more power, that is, generate more electricity.
  • At least one rotary generator ( 29 ) can be used in this design instead of the at least one linear generator ( 7 ), which rotary generator is driven by at least one hydromotor ( 33 ), which generates the necessary hydroenergy, that is, hydraulic pressure, from the pressure cylinders 1 and 2 (DZ. 1 /DZ. 2 ) from the components of kinetic and gravitational energy of the relative movements of the body and at least one vehicle wheel ( 1 ).
  • a pneumatic system with gaseous pressure media and/or at least some mechanical transmission elements or any desired suitable system combinations of hydraulics, pneumatics and/or mechanics can be used instead of hydraulic fluid.
  • FIG. 6 shows a further varied use example.
  • This shows a vertical partial cross section
  • FIG. 7 shows a perspective partial section of a vehicle wheel ( 1 ) with a wheel hub ( 21 ), a wheel, rim ( 22 ) with a built in wheel huh motor ( 19 ) of known design, for example according to patent GB 2 440 251. (Prior art)
  • the wheel rim ( 22 ) is screwed onto the outer side of the wheel hub ( 21 ) as usual.
  • the actuator guide ( 11 b ) is mounted vertically in the 90 degree position with respect to the central axis of the wheel hub ( 21 ) between the upper and lower retaining legs ( 20 a ). If required, the said guide can also be arranged inclined at any desired suitable angle with its upper end in the direction of the rear of the vehicle, in order to improve tracking.
  • the actuator ( 11 ) can optionally be configured as a suitably dimensioned and shaped permanent magnet or consist of windings through which current flows and which emit the necessary electromagnetic field.
  • the actuator ( 11 ) together with the pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ), forms a mechanically permanently connected part and is for its part configured as a hollow cylindrical double pressure piston (KO. 1 /KO. 2 ), the functions of which are in principle identical to those shown in FIG. 5 and described in detail.
  • the movable actuator ( 11 ) which is likewise provided with one pressure piston 1 (KO. 1 ) and 2 (KO. 2 ) in each case on its upper and lower sides, is permanently connected mechanically to the vehicle body ( 3 ) via a stable support ( 4 ).
  • the spring movement of the vehicle wheel ( 1 ) thus takes place due to the up and down movement of the retainer ( 20 ) together with the actuator guide ( 11 b ) in the bearing ( 11 c ) and the pressure pistons 1 (KO. 1 ) and 2 (KO. 2 ) mounted on the actuator ( 11 ).
  • the actuator guide ( 11 b ) can be produced from a suitable magnetised material, and thus emit a magnetic field as a permanent magnet.
  • the stator ( 8 ) can also surround the actuator ( 11 ) radially as a hollow cylindrical part with a coil function, as shown in FIG. 5 .
  • the pressure cylinders 1 (DZ. 1 ) and 2 (DZ. 2 ) with their pressure chambers 1 (DK. 1 ) and 2 (DK. 2 ) shown in FIG. 6 function in principle in a similar manner to the above-described exemplary embodiments, in particular in connection with FIG. 5 .
  • the difference and advantage of this configuration is that in this case the steering axle (LA) of the vehicle wheel ( 1 ) coincides with the centre axis of the actuator guide ( 11 b ).
  • the steering movement can in this case be configured conventionally (mechanically) with a steering linkage or electromotively (“steer by wire”).
  • This principle is a fundamentally known technology and can be used alternatively in this case.
  • a further possibility according to the invention for in-vehicle energy generation is the conversion of kinetic energy components from positive and negative acceleration forces, for example the vertical body movements during driving, the horizontal negative accelerations in the direction of travel during braking, and the centrifugal forces acting on the body ( 3 ) during cornering.
  • special linear generators ( 7 ) are provided in the vehicle, the effective axes (central axes) of which are situated horizontally and vertically, the horizontal effective axes of the linear generators ( 7 ) being in the longitudinal direction of the vehicle (direction of travel) and alternatively being arranged in a 90 degree position with respect to the longitudinal direction of the vehicle.
  • the linear generators ( 7 ) used are similar to the configuration shown in FIG. 5 and can have any desired suitable length.
  • the structure of the linear generator ( 7 ) and actuator ( 11 ) can be cylindrical with a round cross section and suitable diameter or a cubic part which has a rectangular, polygonal or any other shaped cross section.
  • the configuration of the linear generator ( 7 ) provided for this purpose has an actuator ( 11 ), which for example is arranged on the guide ( 11 b ) such that it can move very easily by means of a recirculating ball bearing and can follow the acceleration and/or centrifugal forces acting on it due to the actuator's ( 11 ) own weight and behaves in a freely oscillating manner and thus executes a linear movement in the magnetic field of the stator ( 8 ) and thus produces electricity.
  • an actuator ( 11 ) which for example is arranged on the guide ( 11 b ) such that it can move very easily by means of a recirculating ball bearing and can follow the acceleration and/or centrifugal forces acting on it due to the actuator's ( 11 ) own weight and behaves in a freely oscillating manner and thus executes a linear movement in the magnetic field of the stator ( 8 ) and thus produces electricity.
  • linear generator ( 7 ) has a pressure-tight housing and a virtual vacuum prevails, in the housing interior, as a result of which the movements of the freely oscillating actuator ( 11 ) are less inhibited.
  • the actuator ( 11 ) With the horizontal attachment of the linear generator ( 7 ) in the 90 degree position with respect to the longitudinal axis of the vehicle for capturing the (cornering) centrifugal forces, the actuator ( 11 ) can be moved in a freely oscillating manner between the two end positions by the effective centrifugal forces.
  • the freely oscillating actuator ( 11 ) must expediently always be brought back to a central position (ML) as soon as it has reached one of the end positions.
  • This can take place mechanically by means of suitably dimensioned springs or be effected by means or magnetic counter forces of oppositely poled permanent magnets or by electrical magnetic coils which are mounted on the actuator guide ( 11 b ) in the two end positions and are automatically activated when the end position is reached.
  • this can also be done pneumatically or hydraulically with electronic regulation in a similar manner to that described above for the wheel spring systems.
  • This invention employs a novel vehicle suspension and damping system, which uses none of the previously customary energy-consuming elements (steel spring or air bag and hydraulic shock absorber), but preferably a special, inventive hydraulic suspension and damping element which is coupled mechanically or hydraulically to a suitable electricity generator, preferably a linear generator ( 7 ), situated in the separate housing or is combined as a common component.
  • a suitable electricity generator preferably a linear generator ( 7 )
  • this technology is of course not “perpetual motion” or intended to be a direct conversion of gravity into electricity. This is because the energy required for producing electricity is supplied externally in sufficient quantities constantly during driving in the form of the previously unused kinetic energy of the vehicle wheel suspension movements, which is converted into electricity, this kinetic energy being a resultant of the vehicle weight, which is caused by the earth's gravity.
  • this novel technology according to the invention is an indirect conversion of components of the gravitational forces which are realised physically in the vehicle weight into electricity with the aid of the kinetic energy from the previously unused wheel spring movements, which is absorbed by the linear generator ( 7 ).
  • the suspension and damping element ( 2 ) with the integrated electricity generator ( 7 ) converts the kinetic energy of the bouncing vehicle wheels ( 1 ), which are components of the vehicle weight as resultants of gravity, into electricity in significant quantities with a very good level of efficiency. The amount of electricity produced is congruent with the vehicle weight.
  • the amount of electrical energy generated in this case can be determined as an approximate average value using a simplified theoretical consideration as follows.
  • the variable parameters of suspension lift of the vehicle wheels, boosting of effective force by means of mechanical and/or hydraulic force boosters, dimensioning and efficiency of the linear generators, energy losses due to transmission elements etc. are not taken into account or are considered constants for the sake of simplicity.
  • the amount of electricity generated per kilometer driven is calculated as follows:
  • the 3-phase asynchronous motor used there with a power of 185 kW has an electricity consumption of 12 to 18 kWh per 100 km traveled (average 133 Wh/km).
  • the system can not only fulfil the usual suspension and damping functions, but also vehicle self-levelling and also all the other possibilities of what is known as an “active chassis” for the elimination of pitching and rolling movements of the body in a highly efficient manner with a corresponding design.
  • a body inclination to the inner radius of the curve can also be realised during cornering.
  • all-wheel drive and all-wheel steering can be integrated without problems. See for example FIG. 7 in this respect.
  • FIG. 8 and FIG. 9 refer to:
  • FIG. 8 shows the movement of the vehicle ( 3 ) in the direction of travel (FR).
  • the road surface elevation (FB. 1 ) begins at position (A) and extends as far as position (C).
  • the vehicle wheel ( 1 ) moves over the distance (A>C), with the travel (A>B) effecting a compression of the wheel.
  • the forces acting here increase progressively as the vector (K.vert.pos) shows. They act counter to the weight force, shown as vector (G.norm), which is exerted via the suspension element ( 2 ) with the variable hydraulic pressure on the vehicle wheel ( 1 ).
  • the vehicle wheel ( 1 ) makes an extension movement and reaches the normal level of the road surface (FE) again at position (C).
  • Electricity is generated in a known manner by induction in the coupled linear generator ( 7 ) both during the compression movement and during the extension movement of the vehicle wheel ( 1 ).
  • the vehicle wheel ( 1 ) makes a few weakening spring after-movements, which are absorbed and damped by the elastic vehicle tyres.
  • the travel sensor (WS) and/or the pressure sensor (DS) communicated to the control electronics ( 16 ).
  • the latter outputs the signal to reduce the pressure or switches the associated pressure chamber (DK. 4 ) to the pressureless state by means of the valve.
  • the compression movement (K.vert.pos) of the vehicle wheel ( 1 ) can thus take place without resistance, and the linear generator ( 7 ) which is activated in the process can convert virtually 100% of the kinetic energy during compression into electricity until the vehicle wheel ( 1 ) has reached position (B).
  • this electricity generation produces the magnetic counter force (K.mag) in the linear generator ( 7 ), in accordance with the known physical induction laws, which magnetic counter force is effective as a force vector in the opposite direction to the compression movement and damps it until the speed and movement at position (B) is zero.
  • the damping effect by the magnetic counter force (K.mag) can be varied as required within a wide range by the control electronics ( 16 ) with very fast reaction speeds by means of a variable regulation of the current and the magnetic field strength resulting therefrom in accordance with the stored parameters and circuit algorithms, as a result of which the spring rating (damping strength) and thus the suspension properties and road position can be adapted very rapidly and automatically according to requirements.
  • the vehicle wheel ( 1 ) bounces back from the maximum position B until it reaches the normal level of the road surface (FB) at position C.
  • This extension movement is also used to obtain electricity and is effected by the vehicle wheel's ( 1 ) own weight (gravitational force) and that of its components (tyres, rim, hub, brake, wheel suspension).
  • the forces which are effective here are shown symbolically in the diagram FIG. 8 with the vectors (K.vert.neg).
  • control electronics ( 16 ) can influence the extension positively or negatively (accelerate or brake) by means of the hydraulic pressure in the respectively associated pressure chamber (DK.x), which has a correspondingly positive or negative effect on the total efficiency of the system when generating electricity, as this hydraulic braking corresponds to a conventional “shock absorber function” and thus reduces the amount of electricity produced.
  • a pressure and volume equalisation between the pressure chambers 4 (DK. 4 ) and 3 (DK. 3 ) is provided by means of a hydraulic bypass line ( 9 c ), which is opened or closed if required by the control electronics ( 16 ) with a stop valve ( 14 ) mounted therebetween, so that an equal pressure constantly prevails in both pressure chambers 4 (DK. 4 ) and 3 (DK. 3 ), which corresponds to the proportional vehicle weight which loads the suspension element ( 2 ).
  • the vector weight (G.norm) acts on it.
  • the vector weight (G.norm) is approximately 25% of the total vehicle weight per wheel, with equal axle load distribution. In this electricity generating system, a greater vehicle weight is advantageous for the efficiency.
  • At least two linear generators ( 7 ) are activated in the associated front and rear wheel when driving over it. If the elevation or depression extends over the whole width of the road surface or at least the vehicle width (lane width), all the linear generators ( 7 ) are activated in all four vehicle wheels ( 1 ).
  • the distance from C to D is the rebound region, when any kinetic residual energies are still present which have not been sufficiently damped. In the region from C to D the vehicle wheel ( 1 ) may still have the tendency to bounce out again. This inhibits the now fiat road surface (FB) so that residual forces which are still present either must be compensated by the control electronics ( 16 ) by means of the hydraulics and/or the tyres of the vehicle wheel ( 1 ) absorbs these forces and deforms and/or the vehicle body is lifted positively (vertically) in an undesired manner from the normal height (H.norm) to the height (H.pos).
  • the vertical negative forces which are effective here mean that the tyres of the vehicle wheel ( 1 ) continue to keep in contact with the road surface (FE) and do not lift off temporarily, which would be detrimental to driving safety.
  • FIG. 9 shows the movement of the vehicle wheel ( 3 ) in the same direction of travel (FR).
  • the road surface depression (FB. 2 ) begins at position E and extends to position G.
  • the vehicle wheel ( 1 ) moves over the distance (E>G), with the vehicle wheel ( 1 ) executing an extension movement over the distance (E>F).
  • control electronics ( 16 ) receive information through the travel sensor (WS) and pressure sensor (IDS) that the extension movement has finished.
  • the control electronics ( 16 ) then switch the associated hydraulic chamber (DK. 4 ) ( FIG. 3 ) to its pressureless state so that the subsequent compression movement over the distance from F to G is virtually without hydraulic resistance and the linear generator ( 7 ) uses the kinetic energy from the forces of the vector (K.vert.pos) for generating electricity with an optimum efficiency of almost 100%.
  • the hydraulic bypass line ( 9 c ) is opened, as a result of which the pressure and volume equalisation of the hydraulic fluid in the two pressure chambers 3 (DK. 3 ) and 4 (DK. 4 ) takes place.
  • the fluid is therefore conducted from the pressure chamber 4 (DK. 4 ) to the pressure chamber 3 (DK. 3 ), the pressure P (P.hydr) at the same time remaining constant, which is monitored by the control electronics ( 16 ) with the aid of the pressure sensors DS. 3 and DS. 4 .
  • the control electronics ( 16 ) must therefore adapt the magnetic counter force (K.mag) correspondingly to the respective requirements by corresponding variation of the strength of the coil current in the linear generator ( 7 ), in order to ensure by means of the induced strengthening or weakening of the induced magnetic counter force (K.mag) that the compression movement of the vehicle wheel ( 1 ) has finished at or shortly before position G, so that the wheel does not rebound or even lift but remains on the road surface.
  • control electronics ( 16 ) can actively suppress the undesired rebound by corresponding hydraulic counter pressure measures (pressure increase in pressure chamber DK. 4 ) as a result of electronic activation of compensatory counter forces (K.hydr), which cancel out the residual energies and terminate or brake the compression movement.
US13/380,197 2009-06-24 2010-06-24 Electricity generating suspension system for hybrid and electric automobiles Active 2031-05-06 US8874291B2 (en)

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DE102009060999A DE102009060999A1 (de) 2009-06-24 2009-06-24 Energieoptimiertes Elektrofahrzeug mit autarker Stromversorgung und Verfahren zur Stromerzeugung, bevorzugt aus kinetischer und Gravitationsenergie
DE102009060999 2009-06-24
DE102009060999.7 2009-06-24
PCT/DE2010/000727 WO2010149149A2 (de) 2009-06-24 2010-06-24 Stromgewinnungs-federungs-system für hybrid- und elektroautos

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